EP1982063B1 - Steuervorrichtung für fahrzeuge - Google Patents

Steuervorrichtung für fahrzeuge Download PDF

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Publication number
EP1982063B1
EP1982063B1 EP07707367A EP07707367A EP1982063B1 EP 1982063 B1 EP1982063 B1 EP 1982063B1 EP 07707367 A EP07707367 A EP 07707367A EP 07707367 A EP07707367 A EP 07707367A EP 1982063 B1 EP1982063 B1 EP 1982063B1
Authority
EP
European Patent Office
Prior art keywords
opening degree
throttle opening
target
filter
control apparatus
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP07707367A
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English (en)
French (fr)
Other versions
EP1982063B8 (de
EP1982063A1 (de
Inventor
Hisayo Yoshikawa
Shigeru Kamio
Kenji Kasashima
Masahiro Ito
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Toyota Motor Corp
Original Assignee
Denso Corp
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp, Toyota Motor Corp filed Critical Denso Corp
Publication of EP1982063A1 publication Critical patent/EP1982063A1/de
Application granted granted Critical
Publication of EP1982063B1 publication Critical patent/EP1982063B1/de
Publication of EP1982063B8 publication Critical patent/EP1982063B8/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0007—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using electrical feedback
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1431—Controller structures or design the system including an input-output delay
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F02D2041/1434—Inverse model
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air

Definitions

  • the present invention relates to a control apparatus, which controls a control subject of a vehicle and includes a phase lead compensator and a noise filter.
  • Japanese Unexamined Patent Publication No. H11-22515 discloses an electronic engine control system of a vehicle, which achieves a relatively good engine response upon driver's operation of an accelerator and thereby implements relatively good drivability of the vehicle.
  • a demanded torque (a target torque)
  • a target throttle opening degree (a target cylinder air charge quantity) of a throttle valve is computed based on the target torque, and an actual throttle opening degree of the throttle vlave is controlled to the target throttle opening degree.
  • This control system includes a phase lead compensator, which compensates a charging delay of intake air, which has passed through the throttle valve.
  • Japanese Unexamined Patent Publication No. 2002-309990 recites another system, which includes a feedback control system (a closed loop system) that compensates a target throttle opening degree through a feedback operation based on a difference between a target cylinder air charge quantity and an estimative actual cylinder air charge quantity.
  • a feedback control system a closed loop system
  • the control system which controls the throttle opening degree (the cylinder air charge quantity), includes the phase lead compensator that compensates the charging delay of the intake air, which has passed the throttle valve.
  • the phase lead compensator compensates the charging delay of the intake air, which has passed the throttle valve.
  • a noise filter is applied to the input of the control system.
  • the phase lead compensation becomes zero (or the phase lead compensation is forcefully changed to zero in the steady operational period of the engine), and thereby the system is stabilized.
  • the recent study of the inventors of the present invention reveals that the control state becomes unstable in a moderate transient operational period of the engine due to influences of the following fluctuations (1) and (2) to cause hunting of the target throttle opening degree.
  • the fluctuations during the computation will not cause a substantial problem.
  • the motor of the electronic throttle system will be operated according to the hunting target value.
  • the unnecessary operation is performed. This unnecessary operation may result in, for example, the deteriorated fuel consumption, the deteriorated durability of the electronic throttle system and the deteriorated drivability of the vehicle.
  • the control system which includes the phase lead compensator, is sensitive to the noise applied to the input of the control system.
  • the noise filter is applied to the input of the control system to achieve the stability of the control system.
  • the input of the control system includes not only the target cylinder air charge quantity but also other operational parameters (e.g., the engine rotational speed, the valve timing), which may have negative influences on the charging efficiency n.
  • the filter needs to be applied to each of the hunting factors, the multiple filters need to be applied. This results in the deterioration in the response. That is, the filter acts as a phase lag compensator. Thus, when the number of the filters is increased further, the response is delayed further.
  • the present invention is made in view of the above disadvantages.
  • a control apparatus that controls a control subject of a vehicle.
  • the control apparatus includes a phase lead compensator and a noise filter.
  • the phase lead compensator performs phase lead compensation.
  • the noise filter is positioned between the phase lead compensator and the control subject.
  • An air cleaner 13 is provided to an upstream end of an intake air pipe 12 of a cylinder injection type internal combustion engine 11, and an air flow meter 14, which senses an intake air quantity, is provided on a downstream side of the air cleaner 13.
  • a throttle valve 16 and a throttle opening degree sensor 17 are provided on a downstream side of the air flow meter 14.
  • An opening degree (a throttle opening degree) of the throttle valve 16 is adjusted through a drive motor 15 of the electronic throttle system, and the throttle opening degree sensor 17 senses the throttle opening degree of the throttle valve 16.
  • a surge tank 18 is provided on a downstream side of the throttle valve 16, and an intake air pipe pressure sensor 19, which senses an intake air pipe pressure, is provided to the surge tank 18. Furthermore, an intake manifold 20, which conducts air to the respective cylinders of the engine 11, is connected to the surge tank 18. Also, each of the conductive passage parts of the intake manifold 20, which are connected to the cylinders, respectively, is provided with a flow control valve 31 that controls a gas flow strength (a swirl flow strength, a tumble flow strength) in the corresponding cylinder.
  • a gas flow strength a swirl flow strength, a tumble flow strength
  • a fuel injection valve 21 is provided to a top of each cylinder of the engine 11 to directly inject fuel into the cylinder.
  • a spark plug 22 is provided to each cylinder at a cylinder head of the engine 11 to ignite the fuel and air mixture contained in the cylinder through discharging of sparks from the spark plug 22.
  • a variable valve timing device 39 is provided to intake valves 37 of the engine 11 to change opening/closing timing of the intake valves 37, and a variable valve timing device 40 is provided to exhaust valves 38 of the engine 11 to change opening/closing timing of the exhaust valves 38.
  • a coolant temperature sensor 23 is provided to a cylinder block of the engine 11 to sense the coolant temperature of the engine 11.
  • a crank angle sensor 24 is positioned radially outward of a crankshaft (not shown) to output a crank angle signal (a pulse signal) every time the crankshaft rotates a predetermined crank angle. A crank angle and an engine rotational speed are sensed based on output pulse signals of the crank angle sensor 24.
  • An upstream-side catalytic converter 26 and a downstream-side catalytic converter 27 are provided in an exhaust pipe 25 of the engine 11 to purify the exhaust gas of the engine 11. Furthermore, an exhaust gas sensor 28 (e.g., an air/fuel ratio sensor, an oxygen sensor) is provided on an upstream side of the upstream-side catalytic converter 26 to sense an air/fuel ratio or a rich/lean state of the exhaust gas. Furthermore, a pedal position (an accelerator opening degree) of an accelerator pedal 35 is sensed with an accelerator sensor 36.
  • an exhaust gas sensor 28 e.g., an air/fuel ratio sensor, an oxygen sensor
  • An output of each of the above sensors is supplied to an engine control circuit (hereinafter referred to as "ECU") 30.
  • the ECU 30 has a microcomputer as its main component.
  • the ECU 30 sets a target throttle opening degree in a manner that coincides an output torque of the engine 11 with a target torque (a demanded torque) to control an intake air quantity (a cylinder air charge quantity, which is a quantity of air charged in the corresponding cylinder).
  • a target torque is set by each of, for example, an idle speed controller (ISC) 50, a cruise controller 51, a traction controller 52, an automatic transmission control apparatus (AT-ECU) 53 and an antilock-brake system control apparatus (ABS-ECU) 54.
  • an application selector (application selecting means) 41 selects an ultimate target torque from these target torques.
  • an output controller (output control apparatus or output controlling means) 42 computes an actuator command value (a target throttle opening degree) based on the ultimate target torque and outputs the computed actuator command value to the engine 11 to coincide the output torque of the engine 11 with the target torque.
  • the output controller 42 includes a target value computing arrangement (target value computing means) 43, a target throttle opening degree computing arrangement (target throttle opening degree computing means) 44, an operation limiting arrangement (operation limiting means) 45 and an estimative value computing arrangement (estimative value computing means) 46.
  • the target value computing arrangement 43, the target throttle opening degree computing arrangement 44, the operation limiting arrangement 45 and the estimative value computing arrangement 46 form a target throttle opening degree computing device, which computes a target throttle opening degree ⁇ g described below based on the ultimate target torque.
  • the target value computing arrangement 43 converts the ultimate target torque to a target cylinder air charge quantity Mt, which is a target air charge quantity that is charged in the corresponding cylinder.
  • the target throttle opening degree computing arrangement 44 computes a target throttle opening degree based on the target cylinder air charge quantity Mt.
  • the operation limiting arrangement 45 limits the target throttle opening degree in view of, for example, emissions and a drive performance of the motor 15 of the electronic throttle system through an upper and lower limit guard process and a drive speed/acceleration guard process of the throttle valve 16.
  • the estimative value computing arrangement 46 computes an estimative value (Pmest) of the cylinder air charge quantity and an estimative value (Mtest) of the intake air pipe pressure, which can be achieved with the target throttle opening degree ⁇ g, which is limited by the operation limit process (the guard processes).
  • the output controller 42 further includes a filter 49, which filters fluctuations (noise) of the target throttle opening degree ⁇ g, which is limited by the operation limiting arrangement 45 through the operation limiting process (the guard processes).
  • a filter 49 which filters fluctuations (noise) of the target throttle opening degree ⁇ g, which is limited by the operation limiting arrangement 45 through the operation limiting process (the guard processes).
  • no filter is applied to influential operational parameters (e.g., the engine rotational speed and the valve timing), which may have a substantial influence on the target cylinder air charge quantity Mt and/or a charging efficiency n that serve as the input to the target throttle opening degree computing arrangement 44.
  • the filter 49 which filters the fluctuations (the noise) of the target throttle opening degree ⁇ g, is placed outside of a closed loop that includes the target throttle opening degree computing arrangement 44, the operation limiting arrangement 45 and the estimative value computing arrangement 46.
  • the throttle opening degree is controlled based on a filtered target throttle opening degree (ultimate target throttle opening degree) ⁇ t, from which the fluctuations (the noise) are filtered by the filter 49.
  • the target throttle opening degree computing arrangement 44 computes a target intake air pipe pressure Pmt, which is required to achieve the target cylinder air charge quantity Mt, based on a map (see FIG. 8 ) that uses the target cylinder air charge quantity Mt as a parameter. This is performed by a target intake air pipe pressure computing section 55 of the target throttle opening degree computing arrangement 44.
  • the relationship between the intake air pipe pressure Pm and the cylinder air charge quantity changes according to the engine operational condition, such as the engine rotational speed and the intake/exhaust valve timing.
  • the map which is used to convert the target cylinder air charge quantity Mt to the target intake air pipe pressure Pmt, also uses the engine operational condition, such as the engine rotational speed and/or the intake/exhaust valve timing, as a parameter(s).
  • a surge tank charging delay compensation value is computed through use of the following equation 1 in a compensation value computing section 56.
  • the surge tank charging delay compensation value is a value that is used to compensate a delay (a surge tank charging delay) in the intake air from the throttle valve 16 to the surge tank 18.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (7)

  1. Steuerungsgerät, das einen Steuerungsgegenstand (15, 16) eines Fahrzeugs steuert, wobei das Steuerungsgerät folgendes aufweist:
    einen Phasenvorverschiebungskondensator (56), der eine Phasenvorverschiebungskompensation durchführt; und
    einen Störschutzfilter (49), der zwischen dem Phasenvorverschiebungskompensator (56) und dem Steuerungsgegenstand (15, 16) positioniert ist.
  2. Steuerungsgerät nach Anspruch 1, wobei:
    der Steuerungsgegenstand ein elektronisches Drosselsystem (15, 16) einer Brennkraftmaschine ist, das einen Drosselöffnungsgrad eines Drosselventils (16) in solch einer Art und Weise steuert, dass eine Zylinderluftfüllmenge der Brennkraftmaschine mit einer Sollzylinderluftfüllmenge übereinstimmt; und
    der Phasenvorverschiebungskompensator (56) eine Befüllungsverzögerung einer Einlassluft kompensiert, die durch das Drosselventil (16) hindurch getreten ist.
  3. Steuerungsgerät nach Anspruch 1 oder 2, ferner mit einem geschlossenen Kreislauf (44 bis 46), der eine Regelung von einem von einem geschätzten Wert und einem abgetasteten Wert eines Steuerungsbetrags des Steuerungsgegenstands (15, 16) durchführt, wobei der Filter (49) außerhalb des geschlossenen Kreislaufs (44 bis 46) positioniert ist.
  4. Steuerungsgerät nach Anspruch 3, wobei der geschlossene Kreislauf (44 bis 46), den Phasenvorverschiebungskompensator (56) aufweist.
  5. Steuerungsgerät nach Anspruch 1, wobei
    der Steuerungsgegenstand (15, 16) ein elektronisches Drosselsystem (15, 16) einer Brennkraftmaschine ist, das ein Drosselventil (16) aufweist;
    das Steuerungsgerät ferner eine Solldrosselöffnungsgradberechnungsvorrichtung (43 bis 46) aufweist, die einen Solldrosselöffnungsgrad (θg) des Drosselventils (16) berechnet und dem Phasenvorverschiebungskompensator (56) aufweist; und
    der Filter (49) den Solldrosselöffnungsgrad (θg) des Drosselventils (16) filtert, der von der Solldrosselöffnungsgradberechnungsvorrichtung (43 bis 46) ausgegeben ist.
  6. Steuerungsgerät nach Anspruch 5, wobei die Solldrosselöffnungsgradberechnungsvorrichtung (43 bis 46) einen geschlossenen Kreislauf (44 bis 46) aufweist, in dem der Phasenvorverschiebungskompensator (56) vorgesehen ist.
  7. Steuerungsgerät nach einem der Ansprüche 1 bis 6, wobei der Filter (49) ein Phasenverzögerungskompensator (49) ist.
EP07707367A 2006-01-31 2007-01-18 Steuervorrichtung für fahrzeuge Expired - Fee Related EP1982063B8 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006022655A JP4583313B2 (ja) 2006-01-31 2006-01-31 車両用制御装置
PCT/JP2007/051120 WO2007088761A1 (en) 2006-01-31 2007-01-18 Control apparatus for vehicle

Publications (3)

Publication Number Publication Date
EP1982063A1 EP1982063A1 (de) 2008-10-22
EP1982063B1 true EP1982063B1 (de) 2009-07-22
EP1982063B8 EP1982063B8 (de) 2009-11-25

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EP07707367A Expired - Fee Related EP1982063B8 (de) 2006-01-31 2007-01-18 Steuervorrichtung für fahrzeuge

Country Status (6)

Country Link
US (1) US7949459B2 (de)
EP (1) EP1982063B8 (de)
JP (1) JP4583313B2 (de)
CN (1) CN101326354B (de)
DE (1) DE602007001673D1 (de)
WO (1) WO2007088761A1 (de)

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DE10233578B4 (de) * 2002-07-24 2006-06-14 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
JP2007092531A (ja) * 2005-09-27 2007-04-12 Denso Corp 内燃機関の制御装置

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DE112011104826B4 (de) * 2011-02-02 2014-09-18 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für eine Verbrennungskraftmaschine mit Turbolader

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EP1982063B8 (de) 2009-11-25
CN101326354B (zh) 2010-09-15
US7949459B2 (en) 2011-05-24
EP1982063A1 (de) 2008-10-22
JP2007205194A (ja) 2007-08-16
US20100049419A1 (en) 2010-02-25
WO2007088761A1 (en) 2007-08-09
DE602007001673D1 (de) 2009-09-03
CN101326354A (zh) 2008-12-17
JP4583313B2 (ja) 2010-11-17

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